1. Kon8225 | Genetic Silver | CFE CVT (21/4/2012) | CN: 09**
2. mundfadzlee| Blue Lagoon | CFE CVT (23/4/2012)
3. sirnevio | Blue Lagoon | CFE CVT - (24/4/2012)
4. rich8833 | Genetic Silver | CFE CVT (25/04/12)
5. K2002 | Genetic Silver | CFE CVT | (26/4/2012)
6. my1508 | Genetic Silver | IAFM + CVT (26/4/2012)
7. CCS86 | Blue Lagoon | CFE CVT (26/4/2012) | WWR 8xxx | CN: 08**
8. thorrellius | Solid White | IAFM+ Manual (26/4/2012) | WWR XXXX
9. Dickong | Solid White | CFE CVT (2/5/2012)
10. Junn | Genetic Silver | CFE CVT (05/02/12) | CN: 17**
11. liewseng | Genetic Silver | unknown [3/5/12]
12. freaz | Solid White | CFE CVT (4/5/2012) | CN: 13**
13. prevejnn | Blue Lagoon | IAFM + CVT (4/5/2012)
14. kuzek07 | Genetic Silver | CFE CVT (4/5/2012)
15. Gigabit | Genetic Silver | CFE CVT (5/5/12) | CN: 11**
16. ghost_301 | Solid White | IAFM+ CVT (05/05/2012)
17. redflame | Tranquility Black | CFE CVT(5/5/12) | WWS 4***
18. viperz982 | Solid White | CFE CVT (7/5/12) | AHW 9*** | CN: 14**
19. soonghm98 | Blue Lagoon | CFE CVT (8/5/2012) | AHX 2XX
20. NoobSaibot | Blue Lagoon | CFE CVT (9/5/12)
21. AlaFonte | Solid White | CFE CVT (9/5/12) | WWS ****
22. flyguyz38 | Solid White | CFE CVT (9/5/12) | CN: 06**
23. ampy| Genetic Silver | CFE CVT (10/5/12)
24. kiapreve | Solid White | CFE (11/5/12) | WWS 87xx | CN: 16XX
25. deepan84 | Solid White | CFE CVT [11/5/12] | WWS 9***
26. maverickng | Fire Red | CFE CVT (12/5/12) | AHX 9***
27. ahaks75 | Tranquility Black | CFE CVT (14/5/12)
28. ~paukacang~ | Tranquility Black | CFE CVT (14/5/12)
29. torres09 | Solid White | CFE CVT (15/5/12) | WWS 87**
30. ben3003 | Blue Lagoon | CFE CVT (15/5/2012) | QMT 3**3
31. kojunk | Solid White | CFE CVT (17/5/12) | WWS68xx
32. orcinus | Genetic Silver | CFE CVT (17/5/2012) | PKP 9***
33. fit | Genetic Silver | CFE CVT (18/5/12) | PKP2** + | CN: 31**
34. odneliat | Blue Lagoon | CFE CVT (18/5/12)
35. Nailofar | Solid White | CFE CVT (18/5/12)
36. jianjin1985 | Genetic Silver | IAFM+ CVT (18/5/12) | PKP 5***
37. zan4182 | Fire Red | CFE CVT (19/5/12) | WWT 4***
38. ahaidir777 | Solid White | CFE CVT (19/05/2012) | QCC 4*4* | CN 14**
39. ejslayer | Blue Lagoon | CFE CVT (21/5/12) | WWT 6***
40. G K lai | Genetic Silver | CFE CVT (21/5/12)
41. dellashrill | Genetic Silver | CFE CVT (22/5/12)
42. GoldenHawk | Genetic Silver | IAFM+ MT (22/5/12)
43. eXnikaru| Solid White | CFE CVT (23/5/12) | JPN 6*6*
44. Longtian | Solid White | CFE CVT [23/5/12] | MCE 8*8*
45. WhitELighteR | Solid White | CFE CVT (24/5/12) | WWR 1*** | CN: 45**
46. acwatzzup | Tranquility Black | CFE CVT [24/5/12] | PKP 5233
47. mutt | Blue Lagoon | CFE CVT [24/5/12] | CN: 26**
48. amercortezz | Genetic Silver | CFE CVT (25/5/12) | SS 8055 R
49. huha | Solid White | CFE CVT (25/5/12) | PKP 8*** | CN: 24**
50. wnc5679 | Blue Lagoon | CFE CVT (25/5/2012) | CN: 09**
51. kuda silver | Genetic Silver | IAFM+ CVT (25/5/12) | PKP 8*** | CN: 42**
52. Zenfyre | Fire Red | CFE CVT (25/5/12) | CN: 09**
53. FenomX | Blue Lagoon | CFE CVT (26/5/12) | CN: 37**
54. taipan22 | elegant brown | CFE CVT (26/5/12) | BLR ***8 | CN: 11**
55. archiq | Blue Lagoon | CFE CVT (26/05/2012) | JNP 7*** | CN: 02**
56. 5zAi | Solid White | CFE CVT (28/5/12) | WWU 2***
57. Saya_Dhuang | Solid White | CFE CVT (29/5/12) | TBG 1***
58. Rick Federer | Solid White | CFE CVT (01/06/2012) | AHX 18** | CN 40**
59. cwk150 l CFE l silver l 30/5/12 l JNP9*** l CN: 42**
60. Zyen | Fire Red | CFE CVT (01/06/2012) | WWT 8**8 | CN 24**
61. Blizzard12 | CFE CVT (01/06/2012) | Genetic Silver | WWU 8*8* | CN 52**
62. Apeng8099 | CFE CVT | Genetic Silver | WWV **** | (31/05/2012) | CN 4***
63. Ngegeh | CFE CVT | Fiery Red | 22/05/2012 | WWT 86** | CN 05**
64. alpha0201 | iAFM + CVT (01/06/2012) | Blue Lagoon | SAB 7xxx | CN 37**
65. mypreve | CFE CVT (31/05/2012) | KDF **** | Blue Lagoon | CN 18**
66. MacgyverWong | Blue Lagoon | IAFM+ (30/05/2012) WWR **** | CN 45**
67. reza | Solid White | CFE CVT (31/05/2012) | WWV 6XX | chasis 56**
68. fahmietalife | T. Black | CFE CVT (31/5/12) | WWU 75** | CN: 47**
69. nil_subzero | Fiery Red | CFE CVT (25/05/2012) | PKP 8*** CN 14**
70. oto_taro | Manual iAFM | Solid WHite | wwv8XXX (07/06/2012) | CN 56**
71. wajacps | CFE CVT | Elegant Brown | WWV 2**2 | (7/6/2012) | CN 05**
72. Izputra | CFE CVT | Genetic Silver | KDF x7 (07/06/2012) | CN 47**
73. safuan11 | CFE CVT | Elegant Brown | WWV 87x (07/06/2012) | CN 57**.
74. infinityplayaz | iAFM CVT | Tranquility Black | AHX 9*** (09/06/2012) | CN:68**
75. ameiruddin | CFE CVT | Elegance Brown | WWV 18** (09/06/12) | CN: 59**
76. ymspsn | IAFM+ MT | Genetic Silver | PKQ 8**1 (09/06/2012) | CN 57**
77. hust_noon | IAFM+ CVT | Tranquility Black | DCB21** (13/06/2012) | CN : 38**
78. Area51SE | CFE CVT | genetic Silver |WWS 38** (16/6/2012) | CN: 58**
79. shah9J91 | CFE CVT | Solid White | WWV 9** (07/06/2012) | CN: 37**
80. xXwasabiXx | CFE CVT | Genetic Silver | WWS 66** (16/06/2012) | CN: 58**
81. uk15029 | CFE CVT | Solid White | AHX 75** (13/06/2012) | CN 65**
82. Unwir3D | CFE CVT | Solid White | WWX 1*** (12/06/2012) | CN 63**
83. datuksri | CFE CVT | Genetic Silver | WWV **02 (08/06/2012) | Chassis No: ****
84. zephyr_11124 | CFE CVT | Fiery Red | DCB 3** (21/6/12) | CN: 46**
85. yasher83 | CFE CVT | Genetic Silver | WWW 23** (22/06/2012) | CN 79**
86. godthum | CFE CVT Genetic Silver | (20/6/2012)
87. Aiman | CFE CVT | Solid White | WWY 48** (26/06/2012) | CN 73**
88. valentine1666 | CFE CVT | Solid White | (28/6/2012) | CN80**
89. lonelyguy_ | CFE CVT | Solid White | (26-06-2012) |CN: 77xx
90. thund#r | CFE CVT | Genetic Silver | (29/6/2012) | PKR 2*** | CN 77xx
91. slayerz | Solid White | CFE CVT (3/7/12) | WXA 4*** | CN: 79**
92. hibiki0104 | Genetic Silver | CFE CVT | CN: 82XX
93. wewanwang | Solid White/Blue Lagoon | CFE CVT (30/4/12) | WWT 8*** | CN: 27**
94. MCF73 |Genectic Silver | CFE CVT (22/6/12) | MCF 73* | CN: 74**
95. doel |Solid White | CFE CVT (04/7/12) | WXA 26** | CN: 82**
96. Area51SE | Genetic Silver | CFE CVT (15/6/12) | WWS 38xx | CN: 58xx
97. Izzatmi | Tranquility Black | CFE CVT (04/7/12) | WXA 59** | CN: 91**
98. chik2power | Solid White | CFE CVT
99. bute | Solid White | CFE CVT (12/6/12)
100. pesal84 | Elegance Brown | CFE CVT (20/06/12) | WWT7** | CN: 56**
101. damone | Tranquility Black | CFE CVT (23/7/12)
102. DE1929 | White | Premium CFE | WXC 5xxx
103. ibnharun86 | Silver | WXE 56XX (11.08.12)
104. Wilson Cheah | Solid White | CFE CVT | 17.08.2012 | CN : ***358 / AJA 81**
105. allenultra | White CFE | 16.08.2012
106. SweeJ | Genetic Silver | CFE CVT AHY 68** | CN: **87 | (06 July 2012)
107. karirzies | Elegant Brown | CFE CVT WXF5*** | CN: 141** | 16082012
108. gruddzr | Solid White | CFE CVT (4/9/2012) | CN: 14***
109. YKNG | Genetic Silver | CFE CVT (5/9/2012) | WXG 6*** | CN: 14***
110. nintama | Fiery Red | CFE CVT WXG7*** | CN: 13*** | 06/09/2012

1. Lock indicator can't be push. [Please proceed to SC to rectify this problem]
2. Gear console lighting does not appear / dark. Sometimes P and R only got lights. [Please proceed to SC to rectify this problem]
3. Hood light warning issue. [Do not attempt to fix it yourself, quickly bring it to the SC]
4. ESC indicator failed. [Proceed to SC and replace the panel.]
5. Car jerking while half way driving then engine cut off. Engine sign came out. [Send it to SC, it is rectified and solved already. Key control board issue]
6. Member tkaira reported issue with locking mechanism will alternate between lock/unlock by itself. Experience during driving sometimes the doors will lock and unlock at random times. [Rectify at SC, change driver door latch]
7. Some user reported their driver side windows can only auto down but not up. [Rectify at SC]
8. Some user report cold start engine issue like those of exora bold. [Rectify at SC]
9. Wind noise issue coming from C pillar at about 80-90km/h. [Proton acknowledge and is investigating] [A member here has found that the issue originate from the rubber at the small window. He put a playdoh on both upper corner of the small window and the noise disappear]
10. Rear boot can suddenly open by itself. [Rectify at SC]
11. Glovebox doesn't fall gracefully when open [solution provided by G K Lai]

12. [Guide] Regarding car alarm remote functions [provided by V12Kompressor]:

P/S:
*Please be noted that this is just a recommendation checklists. Should you have any suggestion, please PM me or reply us in thread.
*Should any of you do not tick on the [box] it simply means you are having a hard time with your "WeiWei"

1. Customer Service Hotline
PROTON I CARE : 1300-88-0888
24 Hours Asst : 1800-88-8398
** Please save the iCare number into your phone, they can arrange you for towing your car in case anything happened.

2. Warranty Issue:
Rest assured that all new Proton Preve comes with 5 years warranty. Manual book printed 3 years but another certification will be sent to your address which comes with extended 2 years warranty. If not, call the proton i care and fucuk them.

3. Eco tint Specifications
4 Windows Spec:
Safety & Security Film : e-Pre-Eminent
Product code: RB-SC A6
Visible Light Transmission 58%
Visible Light Rejected 9%
Ultraviolet (UV) Rejected (UV A + UV B) 99.5%
Infrared (IR) Rejected 97%
Total Solar Energy/Heat Rejected 64%
Thickness 6 mil (150 micron)
Tensile Strength (PSI) 34000
Break Strength (Ib/In) 130(kg/cm)
Elongation Strength (%) >150
Peel Strength (g/in) >3000
Puncture Strength (Ib) 96
Melting Point (Celsius) 120’C
Warranty Period 10 years

Warranty Card for tint:


4. Gear Console Light:
All the gear numbers should have lights once you on the headlamp. [P R D S]

5. Gear Sluggishness
Some of the members had went for their first 1k service and got their ECU remapped. The sluggishness on first gear or below 2k RPM are now becoming better or even better. Do not expect the SC to do it, ask them instead.

6. Preve Estimated Mainenance Cost Table

[attachmentid=2906838]

Q. The hill hold control is too sensitive that even on a short downwards slope, it starts to do engine braking, which is quite irritating for me.
A. Sorry to hear, this is known issue; this is however proton's button, not our CVT. For hill hold... simple explanation, if you apply 1 to 2% throttle or short time more throttle it will stop engine braking autmaticly.

Q. Everytime when the CVT indicator light is on, there will be fault code appear for service center to refer?
A. Offcoarse its stored in our computers memory. Keep in mind though that after 20 restarts of the engine without the fault code appearing it will be gone as it will be considered a one off, or solved problem.

Q. I notice that exora bold still roll back on even slight /gradual slope(not-too-steep slope). Normal auto gear vehicle only will roll back when the slope is too steep, if it is not steep enough, it's will lock at there. Is there anyway to make CVT lock it when reach slight/gradual slope? It is kinda dangerous esp for new driver.
A. You are correct. This is a know "issue", but is a design feature actually. Two things contribute to this:
First thing is what we call idle neutral, unlike all regular older AT's that have a constantly dragging torque converter or clutch, we open our clutch (a wet clutch, more pressure = more drag, even more pressure closes it) almost completely when you are pressing the brake and standing still. this way fuel is saved. If you release the brake a little time is needed to apply pressure to our clutch again. that is when you roll back a little, rollback only occurs on hills steeper than 10%.
secondly the engine cannot deliver a lot of power idling, when aircon is on, heavy car, on a hill, we can start closing the clutch in order not to roll back, but that will cause the engine to stall. When you apply trottle you will notice first the clutch opens a little bit so engine revs up, than we start closing the clutch, during revving up, you can encounter rollback.
What to do? use handbrake in stead of brake, this way we not shift to neutral (we only read regular brake signal not handbrake), use enough trottle, this way the engine produces engough power to close the clutch in one move.

Q. A lot bashes arguing CVT from proton will end up like honda city CVT, after few year, this cvt gb will fail and it's will cost a bomb for us to replace the CVT GB. Can you describe a bit on punch CVT and it's reliability issue?
A. We are looking into this, we do know income in malaysia is not like europe meaning people will choose repaired or reconditioned gearboxes above new ones. Possibility is that Punch will open a local brand to recondition gearboxes and sell at prices comparable to normal AT ones. As you know our gearboxes are tested till 250000km.

Q. A lot people(those basher) condemning on rubberband effect for proton CVT compare to those conti CVT(multitronic and etc). Rubberband effect quite obvious for punch CVT.
A. Rubberband effect is from CVT's that existed 30 years ago, we use a steel belt so not applicable.

Q. Overheat issue on CVT2. There is rumours saying that Saga FLX always break down due to CVT2 overheat. Is there any solution already?
A. We use a wet clutch, when you would move uphill at very low speeds it would slip almost constantly. We cool this clutch with CVT oil, this is pumped trough the clutch by our CVT pump, this pump is directly connected to the engine. So yes, when not driving as you should with a CVT (and you cannot know this as this is new) you can overheat it. Please compare to manual, if you would keep it on a hill only using the clutch you would burn it.
What to do? avoid long slipping clutches by applying enough throttle when moving uphill, the engine will produce enough power for us to close fast without long slipping period. Shift to N when you can, this will have a cooling effect on the CVT, if possible in N apply little throttle till lets say 1500rpm, this will rev up the pump and increase cooling.
these tips are only for extreme conditions! all other condition drive as you want!
Our CVT's are tested under extreme temperatures! Worst case scenario clutch will open, resulting in no drive as we measure temperature and in order not to break the CVT we will open clutch. You will have to wait a few moments, key on and off and there you go again, this is no breakdown!

Q. As you said "when you would move uphill at very low speeds it would slip almost constantly", how slow is the slow (car speed and engine rev)?
A. Speeds under 10km/h

Q. You have mentioned that the clutch is almost completely open while standing still with D engaged, is this the prime reason of slight lagging when slowly pressing the gas to move?
A. Yes, if you release the brake and immediately press the gas, this is the case. It is always better not to press the gas immediately unless you have to (uphill), you will notive less delay. That it isn't superagressive at launch (if you would mean this by lag) is calibration, it is to preserve both engine and CVT. it is called torque reduction, the engines power delivery is minimized, although full trottle.

Q. Could you give some advices/tips in using CVT when going uphill (e.g. Genting Highland)? Also does it have engine-breaking effect when coming down?
A. Yes it has an automatic engine braking, but only when trottle completly released. Even more engine braking can be applied by putting transmission in L mode. Also for uphill L mode comes in handy, lower ratio, more pulling power!

Q. Is there anyway to avoid CVT failure like honda city/jazz? Any special thing need to take care in order to longer the lifespan of punch CVT?
A. Nothing really special, just drive and enjoy. If would have to say one thing it is to let it build up it's clutch pressure after releasing brake or putting in D before going on throttle, that will be better for clutch.

Q. When u said the CVT is tested under extreme temperature, how extreme is it?
A. We do summer and wintertests, wintertests go up to -40degree, summer tests are extreme high temps and mountains.

Q. If the car is in extreme condition, i believe the CVT oil might be degraded earlier than expected. Is there a way for us to check if the CVT oil is still at its functional condition to lub and cool the CVT?
A. You cannot check but there is no need to. 60000km is fine as in service manual. (or 2 years)

Q. The CVT overheat issue, if i understand correctly from your replies, mainly touching on the cluth. In worst case, the cluth will open to avoid further damage. So, the CVT(belt, "gear") remains safe. Is that right?
A. Temperature build up in clutch is the problem, that is why it opens. Gears, belt, are not sensitive to these temperatures.

Q. So, the cluth is a wear and tear stuff then? how frequent it needs to be replaced?
A. It is designed to equal normal lifetime of a car.

Q. Can you give an insight as to how the VT3 has been improved over the VT1F?
A. VT3 is based on VT1 allthougth the whole control stategy and hydraulic system changed. This makes it easier and safer controllable. For example the strategy to apply the clutch is constant learning program that remaps every time you shift to D so that clutch wear over time will be compensated. Also the gearbox has a lot more safety in a way that importtant components will be protected if something would go wrong. Offcoarse every failure is investigated on VT1 and prevented in VT2.

Q. Is the Exora the first car to be fitted with the VT3?
A. Yes it is, but the VT3 is very similar to VT2 that we are supplying for multiple years. Some mechanical components are changed to withstand higher torque (eg Gears) and the final gear ratio is different. All service parts for VT3 are same as VT2.

Q. This is the way in order to have a smoother pick up. Slot in D, release the brake, wait around 5 seconds, press the pedal very very gently.....but we can't alway do like that, because most of the time we need fast response.....sometime if you press the pedal harder a bit during pick up, will you have the jerking feel same as you sudden release clutch in MT gearbox?
A. CVT's with wet clutches (ours) are much more efficient than the ones with torque converter. With the converter you have an indirect connection between engine and transmission. With clutches it is direct. CVT driving needs some getting used to, but once you understand it a bit better you will enjoy it much more than a regular AT. You can make smooth driving by closing the clutch veeery slow, but if the driver applies a lot of trottle it means he wants to move... and fast! so we close the clutch fast, as it should. I think overall the exora with CVT is smooth and as i drive (sometimes very fast) i don't experience this jerk, just "feel" the car and things will be OK!

Q. When the car comes to a stop (during the slow down/deceleration), i can hear a very obvious humming sound. If i switch to neutral, this noise will go away instantly. The noise is also obvious when the car is downhill with engine braking.
A. The low speed noise when descelerating is CVT related however, as your SA told you also engine makes similar noise. If you drive very slowly, little throttle you have this whoewhoeeee noise, this is the Airco compressor. You can see if you switch of aircon during the noise. Those two are very similar. But as you say, it's not that bad, all gears make noise, some just isolate it better than other. For me it's not bothering. We take in into consideration however and it is one of the action point to further improve on this matter.

Q. Regarding - Chiptuning and AT gearboxes:
A. First of all it's never good to chiptune engines that use a AT gearbox, second of all I don't recomment to chiptune this CFE engine in particular! We have run quite some test, and soms tests with blow off valves not working causing overpressure from the turbo (that is what they will do) with disastereous consequences! This engine is still highly based on a non turbo engine, therefore components are allready on their limit.
As for the CVT 220Nm is indeed a maximum when it goes for mass production. same as a VW golf GTI is max 220hp for production, this does not mean you don't have any reserves but from that point you will shorten the lifetime. Why is this so critical for CVT? A CVT uses a steel belt pressed in between two pulleys, by varying clamping on the second and first pulley you shift. When you are not shifting you still need clamping force to push the belt so it wouldn't slip. This pressure is based on the torque the CVT needs to handle -> high torque? high clamping force! this torque is told to our control unit from the engine ECU. When you chip your car however the ECU will tell us the stock 205Nm and not the real 235Nm resulting in possible damage. Even though we do have some safety build in, i highly discourage chipping the ECU.
Keep in mind that proton will retract warranty in these matters!

Q. Regarding - CVT overheating?
A. Our CVT will never overheat doing high speed due to the oil cooler installed. Flow through is cooler is very high at high speeds (both oil and wind going trough).

Q. When in a traffic jam (even on a level road), should we shift to N at every available opportunity? Or does frequent shifting back and forth from D to N and back affect the lifespan of the CVT gearbox?
A. On normal roads or traffic jams the CVT and clutch will never overheat. We have a system that asks the engine to lift up idle speed and turn on the fan in order to get more oil trough our CVT and clutch.
No need to shift to N for normal traffic or jams. Only when uphill driving longer period in a jam, I suggest to put in N if possible. We will not simply open the clutch when it overheats but we will gradually limit engine torque as temperature rises. No issues like this have been reported however, so don't worry too much

Source: Questions and answers on CVT Saga, Exora, P3, By Kristof from Punch Powertrain

1) Not sure if I just put in full petrol using petronas 95(when using BHP dont have that feel) ... Feel like not enough power if it is below 60kmph. Feel like want to mati engine. Check and see why my car mati engine when i try to reverse. Is not cold start. It is after journey. after rain..so should be no issue like temperature that cause it to mati engine. it is flat road. no uphill or down hill reverse.
Question and answer from CAT Team: they ask how many time it occurs i say only one. They say till now only total of 10 preve been service in cose.
This one they will check further. they still not sure what contribute to the engine mati condition. They say am i going off when cold start i say no. after journey of 30 mins on the road highway reach office want to reverse parking. advice on this. if reoccur we will look into this closely. for now try to when in D mode dont suddenly press R and press the pedal. break when in D switch to N a while then switch to R then only press accelerator. But until now nothing happen. Maybe during that time my car still move forward and i quickly change to R then press accelerator...i not too sure CAT team also never encounter that to any of their test machine.
2) My Paint issue on the passenger door driver side on the right. got three patch like three spot around 2 inch diameter a bit blur. only can be seen under light and at 25 or 30 degree angle. i think they did not check properly before apply clear coat. the surface is smooth but can see there is a different color tone. little bit light silver...compare to other color which is properly mix..
Question and answer from CAT Team: Mr Shamsudin told Mr Rasidi to take that to note. They will try to send my application to HQ Tanjung Malim. If approve they will ask see if can touch up my paint at the back bumper. (I terlanggar pasu bunga....sendiri punya masalah.) but they say try to ask them if free then do it. if need to charge they will call me first before proceed and ask me if i want or not. They use sticker to stick and took picture fill in form then send to tanjung malim plant.. that is where the paint place they says..
3) Fog lamp area. dunno suppose to have hole or is it suppose to be closed.
left got hole is it suppose to be like that to let hot air out? or they forget to fit that plastic cover?
Question and answer from CAT Team: Mr Shamsudin told me the other hole is for the hot air to come out. All cars is like that. They already take note on this and will check if all new batch got any cover. No changes on the cover.
4) My gear lever indicator light. all the other alphabet not as bright as N and R. green and red color..the rest white color very light only even after adjust brightness.
Question and answer from CAT Team: Mr Husni bring me to several preve cars around the Service Center. 4 cars and show me is all the same. Even show me to change the dashboard brightness and i told him i already know this. Cause i thought all color is same brightness like N and R. He told me to look at dashboard when change the gear. Cause i told him at night when i switch my gear i cannot see...so at one time i switch to N at hill slope..i press the accelerator my car go backward...i change back P change again...again is N so i think the white color need to clearer. So he say he will take note and maybe will let the new batch cars have this feature. I think is all design same.
5) My Rim everyday full of brake dust. Black color dust. Not sure the brake they use is low quality or what. Is it suppose to have brake dust everyday or it must be clean? at this rate i think every three or six month need to replace brake pad already. i scared the brake pad finish fast then it will cost my disc plate to become uneven if not change on time..
Question and answer from CAT Team: Mr Shamsudin told me the brake dust is normal. Even if high quality or low quality brake pad it will still come out with brake dust. Apply to all new or old car that got disc brake. Our brake pad is made in Malaysia. low cost but quality wise is good. It is made of more than 120 different raw materials to create this brake pad. Thats why our braking system is stop faster. Bigger plate and good brake pad.
6) Check to see if my coin get into the gear box console area. coins and paper might slip in and i afraid that it will cause harm to my cvt gear.
Question and answer from CAT Team: Mr Shamsudin told me not to worry. Coin or paper fall inside also nevermind..cause nothing is in there just carpet. It will not reach the CVT gear box it wont spoilt it. I ask if can take out. He say can but better dont cause is new dont take out and reassemble. Only one coin. and is 20 cent coins. If during the process take out the whole center console cause the plastic to break then is a tedious process again to check for parts and replace. ok i leave it...just 20 cent anyway.
7) Check see why my light open DLR and the small light when i put in auto during morning and also my wiper not responding when got light drizzle rain. suppose to start the level 1 wipe then stop. I already change the sensitivity of the wiper to the max +++sign. can i open just the drl light without the back light on? during morning or afternoon i just want open drl light i dont want my back to have light. only after i open the small light then only the back light on can or not? can it be set using their diagnostic system?
Question and answer from CAT Team: Mr Husni explain during morning around 6.30am or 7.30am if the sun no direct at the sensor on your windscreen you will still have the light out unless you close it. He say most of the preve owner dont ask how it work. They not too sure on it but don't ask. They say i am good got ask so they explain on how the wiper works. some read manual already still dunno how it works. So he show me how to make wiper auto works. he says push lever top once. it will start to wipe. then go back to neutral. then push back the lever down one level. then he use my water bottle pour it near to the sensor. It works. so you must push up once put in neutral then push down lever once in order to activate the auto wiper. If rain heavier it will go faster automatically.
8) check and see why my passenger door right hand side near my driver door. cannot be close properly must use harder force to close.
Question and answer from CAT Team: I use same force....(not sure if i can agak agak my strength but i know i use the same amount of strength the back doors at the back left and right cannot close tight...is like harder to close. ) So Mr Husni show to me. wind down your window one and then try close again. The vacuum cost it harder to close. Is still new the door latch still tight like got spring and add with the vacuum. He say as you can see the front door is shorter little bit than the back door length so is heavier also. not much but a bit. So indeed is easier to close with the window wind down. cause the air can go out. All the rubber sealing make it become vacuum tight.

9) Check my window lining at the passenger side left front seat place. it is not as firm attach as the other three window.
Question and answer from CAT Team:Mr Husni immediately ask the foreman to change the whole window lining for me. No Charges. They saw it is like a bit flimsy and not tight enough. after change same as other window.
10) The sluggish start from 0 to 5kmph.. need to press until around 1800 to launch the car... or maybe 2000 is it is in roundabout situation. or should i press harder and get use to it?
Question and answer from CAT Team: Mr Shamsudin says Euro 5 emission standard that's why they want the fumes to come out lesser. Carbon Monoksida can come out lesser. base on him only domestic people complain. At oversea no one will complain. Starting slow is never mind even you press little bit 1.5k can move car already. I told him if like that my oil will become lesser he say no it is already been calibrate in such away during the initial start it will not consume that much plus also the clutch plate from the CVT take time to close. After 1000 or 5000 or 10000 service it will be better when everything is loosen up.

11) ask not to use X1R. and ask not to use Magnetec....
Question and answer from CAT Team:Mr Rasidi told me Magnatrap good can trap all the metal stuffs down there. So after the wash brain I say ok..Magnatrap cost RM68. is a piece of magnet that put down at the oil sum to trap the metal stuffs..he says. can make engine live longer. I told not to use X1R. I selected fully synthetic oil. He say customer can select full or semi. anyway around 5000 also need to check and go for service. 10k also need. So the schedule will be 1k, 5k and 10k is compulsory. then from then you can select semi or fully.... for me i will use fully all the way...i want to take care my engine. My total.. 1K service is RM268.55. without that magnatrap it will only cost 200.55
12) Ask them to use coolant to replace rather than water to replace. for my radiator safety
Question and answer from CAT Team:Mr Husni says no change on this. first 1K no change coolant water. So no need worry.
13) ask them remap ECU and or TCU(I dunno what is this) Sd2-MC-Proton_MSB_D_2012 v4 any one way valve issue?
Question and answer from CAT Team: Mr Shamsudin says if got one way valve issue during cold start can have a sound like louder than normal. his sound tak tak tak tak...but i dunno i think dun have so he say if dont have no one way valve issue. It will have affect on the fuel consumption if have. and for the ECU or TCU remap he says no need. actually the HQ did not recommend to change or retune any ECU. He says no doubt this ECU version can help to eliminate the sluggish issue but for now no need to change anything. He will check and see if all new batch car have this ECU remap then it will be official for now no memo or anything from HQ indicating to change ECU remap.

No ECU remap. He say no need to do it. No memo or anything official from the HQ but indeed after 1000 service I feel response on paddle faster i usually need to press till 1.8 to 2k to move car now 1.5 i can move car already. and i can feel the car more responsive...maybe due to i use the fully synthetic oil. i think it is thinner. that's why the car more responsive. so anyone of you if really insist on changing they have no choice but change. he ask me can go with it without change i say still can but if can get faster start during my traffic light and roundabout i feel more safe la. ask me to go back during 5k and see if really need they will do it.
14) Ask and see why my engine sound loud. or am I too sensitive? In cabin not much sound can be heard just outside when i warm up my car...i feel the sound is louder than my neighbor honda citu idsi...old car..i jealous..why my new car engine sound louder or is it turbo charge engine will have that characteristic?
Question and answer from CAT Team: Mr Husni and Mr Shamsudin told me. All turbo cars will be heaty and a little bit noisier from the NA. the whinning sound from CVT and from turbo unit they already set it very minimal by putting alot of sound proof on this car. he ask me to touch the car ceiling and the floor when take out the floor mat. all is like soft sponge. This car is most heavily sound proof. You know usually turbo car got the blow off valve that have psssts sound. That is also have even a soft turbo but they already eliminate all that. This is a family sedan not a sports car so usually old people don't like the sound. Is just that young people like some will like some dont like. So the engine sound when start let him hear he says is normal.

1 A/C Blower Motor PW990265 RM273.96
2 A/C Compressor PW812422 RM1,778.65
3 A/C Condenser PW990287 RM0.00
4 [Control Switches Assy] A/C Control Assembly PW950730 RM766.16
5 [Cooling coil only] A/C Evaporator PW990217 RM586.02
6 [All] A/C Evaporator Filter PW990340 RM0.00
7 [Suction] A/C Hose PW950739 RM109.38
8 [Discharge] -- as above -- PW950740 RM148.33
9 [Liquid] A/C Pipes - Inner Fender RH PW950734 RM164.54
10 [Suction] A/C Pipes Front Firewall PW950736 RM107.84
11 A/C Receiver Drier PW990295 RM86.89
12 ABS Pump PW921027 RM2,738.10
13 ABS Pump Bracket PW921049 RM49.10
14 ABS Sensor Front LH PW921042 RM160.51
15 ABS Sensor Front RH PW921043 RM160.51
16 ABS Sensor Rear PW921047 RM600.42
17 Aerial Base PW950933 RM120.37
18 [Frt. to Rear] Aerial Cable PW950934 RM60.09
19 [Dashboard] -- as above -- PW950935 RM49.64
20 Aerial Pole PW951271 RM27.09
21 Air Filter Bracket PW910008 RM28.54
22 [Air Filter to Throttle Body] Air Filter Duct PW910015 RM57.54
23 Air Filter Element PW910014 RM35.51
24 [All] Air Filter Flow Meter PW812710 RM172.25
25 [All] Air Filter Lower Case PW910013 RM37.72
26 [All] Air Filter Pick Up Pipe PW910380 RM87.48
27 [All] Air Filter Upper Case PW910012 RM33.03
28 [All] Air Filter Vent Pipe PW910021 RM15.64
29 [Steering Wheel] Airbag Drivers side PW920960-P0021 RM628.79
30 [All] Airbag ECU PW950690 RM579.51
31 [Front] Airbag Impact Sensor PW950688 RM100.92
32 [Beside glovebox] Airbag Passenger Deactivate Switch PW950691 RM27.08
33 [All] Airbag Passenger Side PW940332 RM628.79
34 [All] Airbag Rotary Coupling PW950816 RM361.64
35 [All] Airbag Seat LH PW940487 RM1,105.38
36 [All] Airbag Seat RH PW940480 RM1,105.38
37 [All] Airbag Side Sensor PW950689 RM100.92
38 [Key fob] Alarm Remote Control PW951223B RM559.13
39 [All] Alternator PW910435 RM791.02
40 [All] Auxiliary Drive Belt PW812312 RM124.56
41 [All] Badge Boot/Tailgate PW942160 RM52.00
42 [All] Badge Grille PW835512 RM58.93
43 [55D23L] Battery PW857666 RM364.61
44 [All] Battery Retaining Clamp PW856418 RM7.44
45 [All] Bonnet PW930530X3ED RM528.00
46 [All] Bonnet Hinge LH PW930541 RM28.36
47 [All] Bonnet Hinge RH PW930542 RM28.36
48 [All] Bonnet Insulation PW931919 RM0.00
49 [All] Bonnet Insulation Clip MU481187 RM3.97
50 [All] Bonnet Release Handle PW930556 RM21.21
51 [All] Bonnet Stand PW930554 RM27.26
52 Bonnet Weatherstrip LH PW839341 RM5.58
53 Bonnet Weatherstrip Rear PW930548 RM17.22
54 [Front] Bonnet Weatherstrip RH PW930550 RM0.00
55 [All] Boot Extractor Vent PW856504 RM22.26
56 [All] Boot Floor PW930280X1ED RM841.79
57 [All] Boot Floor Front Extension PW930282X1ED RM488.72
58 [with Spoiler hole] Boot Lid PW930997X2ED RM470.25
59 [All] Boot Lid Aperture Weatherstrip PW930567 RM53.02
60 Boot Lid Finisher PW930691 RM122.90
61 Boot Lid Hinge LH PW931677 RM72.54
62 Boot Lid Hinge RH PW931678 RM72.54
63 [All] Boot Lid Insulation PW940600-C0046 RM54.21
64 [All] Boot Lid Lock PW931293 RM116.03
65 [All] Boot Lid Lock Cylinder PW990343 RM0.00
66 [All] Boot Lid Release Cable PW930576 RM14.67
67 [All] Boot Lid Striker MB197499 RM14.79
68 [All] Boot Lid Torsion Bar LH PW930571 RM30.77
69 [All] Boot Lid Torsion Bar RH PW930572 RM30.77
70 [All] Boot Side Trim LH PW940559-C0046 RM88.97
71 [All] Boot Side Trim RH PW940560-C0046 RM40.77
72 [All] Bootlid Cushion PW930233 RM21.20
73 [Rear LH] Bracket Hose Retainer PW921274 RM150.00
74 [Rear RH] -- as above -- PW921275 RM150.00
75 [All] Brake Booster PW922632 RM0.00
76 [All] Brake Booster Hose PW920080 RM75.34
77 [All] Brake Caliper Front LH PW922958 RM0.00
78 [All] Brake Caliper Front Pad Set PW990298 RM252.00
79 [All] Brake Caliper Front RH PW922959 RM0.00
80 [All] Brake Caliper LHR PW920623 RM0.00
81 [All] Brake Caliper RHR PW920624 RM0.00
82 [All] Brake Disc Front PW828421 RM413.92
83 [All] Brake Disc Rear PW920666 RM274.80
84 [All] Brake Flexible Hose Front PW827142 RM138.18
85 [All] Brake Flexible Hose Rear PW920930 RM70.36
86 [Extension] -- as above -- PW920938 RM207.31
87 [All] Brake Master Cylinder Assembly PW920782 RM678.31
88 [All] Brake Master Cylinder Container PW827176 RM125.81
89 [All] Brake Master Cylinder Container Cap PW922406 RM26.72
90 [All] Brake Master Cylinder Mounting Bracket PW922290 RM150.00
91 [All] Brake Pipe Rear LH PW921276 RM60.38
92 [All] Brake Pipe Rear RH PW921277 RM60.38
93 [All] Brake Rear Pad Set PW990333 RM252.00
94 [All] Bulkhead Front Upper Panel PW931490X2ED RM606.79
95 [Centre] Bumper Front Bracket Support LH PW930713 RM20.85
96 [Centre] Bumper Front Bracket Support RH PW930714 RM20.85
97 [All] Bumper Front Cover PW930668 RM415.13
98 Bumper Front Fog Lamp Finisher LH PW930032 RM21.15
99 Bumper Front Lower Cover PW930679 RM78.59
100 Bumper Front Lower Grille PW930672 RM82.31

27 May 2012| 2.00PM-5.00PM | Al-Barkath Bukit Jalil | Central (KL & Selangor)
23 June 2012| 2.00PM-5.00PM | Al-Barkath Bukit Jalil | Central (KL & Selangor)
14th July 2012 | 5.00 PM | Awan Besar R&R (Klang bound) | Central (KL & Selangor)

More to come...

Proton Campro 1.6 CFE – The Development Programme.

The engineering team comprising Proton and Lotus engineers started the design work at Lotus’ UK Technical Centre outside Norwich, before migration of the project to the Proton technical center in Shah Alam, Malaysia.

This allowed for good continuity within the engineering team, as well as building strong interpersonal links. This method also allowed inexperienced engineers an unparalleled opportunity to be introduced onto a live project, being mentored by Lotus and Proton senior engineers. In total, around 30 Proton engineers spent time at the engineering centre at Lotus.

Web conferencing packages were used extensively to efficiently communicate between Lotus and Proton, as well as with vendor engineering teams in Asia and Europe. As well as utilizing Proton’s existing supply base, many new technology suppliers were used for the CFE engine. Lotus Engineering Malaysia worked closely with the Proton supplier quality assurance (SQA) team through the advanced product quality planning (APQP) process.

Lotus manufacturing engineers worked with Proton manufacturing engineers to define and plan out the changes needed to the existing manufacturing facility in terms of equipment and processes to accommodate the changes of the Campro CFE engine.

Engine dynamometer testing was carried out at both the Lotus UK and Proton Malaysian test facilities. Additionally engines and electrically driven rigs were run at vendor sites to validate key components.

The first prototype engines were available for test 7 months after kickoff, with the initial design verification (DV) phase engines built at Lotus using prototype suppliers. Later DV phase engines would be built offline at Proton using soft tooled parts from production suppliers, before final process validation engine built on a new final assembly line in the Shah Alam facility.

The engineering programme included application of a new torque based engine management system (EMS) as well as the base engine changes required for the higher performance of the force induction system’s application. The new system would allow for seamless integration with a new continuously variable transmission, as well as permitting the vehicle to be upgraded to the latest levels of electronic stability program (ESP).

Calibration of the EMS was carried out by Lotus and Proton engineers, working closely with the transmission supplier (Punch Powertrain) and also the EMS software and hardware supplier
(Continental SA).

In line with the product plan, the engine management calibration was proven at low temperature in Sweden, as well as high temperature/high altitude in Spain and Malaysia.
Proton Campro 1.6 CFE – Technical.
Although based on the existing engine family, retaining many of the key features like bore size, block height, cam positions etc, the vast majority of the components were replaced or modified in some way.

One fundamental change was a reduction in stroke from 88 mm to 86 mm. With the retained 76 mm bore, the swept volume reduced from 1,597 cc to 1,561 cc. This was brought about by the very compact height of the existing iron cylinder block which did not provide enough space to increase the required piston strength or lower the piston crown to achieve the desired compression ratio.

The compression ratio was set at 8.9:1, which although relatively low for a modern downsized engine, allows the same hardware to be used for all the target markets including those with 88 RON fuel and very hot climates without excessive retardation.

The cylinder block was based on the original Campro cast iron block. Extensive finite element analysis (FEA) showed no requirement to strengthen the casting to withstand the increased cylinder pressures. Small changes to the block were made to incorporate piston cooling jets into the oil gallery, and computational fluid dynamics (CFD) driven flow improvements into the water jacket to improve the engine cooling required for the performance increase.

A forged steel crankshaft replaced the original cast iron unit in the engine. FEA indicated that it would be possible to maintain the existing main bearing and rod bearing dimensions; however it was necessary to improve the bearing material to withstand the projected loadings.

A new piston design with a 19 mm floating piston pin to withstand the higher cylinder pressures was implemented. The cast piston incorporated an anodised top ring groove to prevent micro-welding damage with the expected high temperatures, and a scuff resistant coating applied to the piston skirts.

The changes to the piston and the increased gas pressure loading necessitated a change in connecting rod and connecting rod length. A new forged steel fracture cap design replaced the original powder metal design.

The aluminium 4 valve per cylinder DOHC Campro cylinder head was re-engineered to accept an intake cam phaser for the CFE application. This was achieved maintaining the existing cambelt location and now permits 40 crank degrees of intake cam phasing for improved performance, fuel economy and emissions. An improved cambelt material was implemented along with an auto-tensioner for improved serviceability.

During the cylinder head redesign, the spark plug was changed to a narrow thread, long reach design so that the spark plug boss would allow better cooling as well as a lower coolant back pressure in the cylinder head water jacket. In thesame way as the cylinder block, the water jacket design actions were led by extensive up-front CFD analysis.Through the reductions in coolant restriction developed through CFD, only a modest increase in water pump flow rate was required.

A new multiple layers steel (MLS) cylinder head gasket was developed to withstand the higher cylinder pressures.

To withstand the expected higher exhaust gas temperatures, sodium filled exhaust valves maintaining the original 5 mm stem diameter were selected.

An upgraded oil pump was also implemented to compensate for the higher demand of piston cooling jets, turbocharger bearing oil supply, and to maintain good oil pressure at low engine speed so that the intake variable valve timing (VVT) system could be operated. A water-cooled oil cooler is fitted as standard.

A Borg Warner turbocharger’s compressor and turbine were selected for maximum low speed performance. It uses a pressure regulated wastegate to control plenum pressure, and incorporated an electric integrated compressor bypass. Air from the compressor is ducted to an air to air chargecooler mounted in the front left hand side bumper aperture. An electrical pump which is actuated on key-off to provide coolant to the turbocharger bearing housing after engine shutdown. This pump also circulates coolant around the rest of the coolant circuit to prevent boiling, an important feature in the high ambient temperature of Malaysia and Proton’s export markets.

In line with the original Campro philosophy, the CFE engine uses a single close-coupled catalyst as sole exhaust gas after-treatment as a cost effective fast light off package. Variations in platinum group metals (PGM) loading and substrate density will cover Euro III to Euro V emissions markets.

The existing two-mode variable length plastic manifold was replaced with a compact fixed length plastic manifold for the CFE. The fuel rail was re-engineered to a return-less design to reduce fuel heating effects, and higher flow fuel injectors fitted to satisfy the increased performance level.

As well as improvements to produce and withstand the increased performance, several other changes were made to reduce the friction of the base engine. These changes included replacing the original engine’s direct acting hydraulic tappets with lower friction mechanical graded tappets that are machine selected on the engine assembly line.

Piston ring heights were reduced allowing lower tangential loads and the piston skirts now include a low friction coating.

A windage tray was also added to the oil pan that has been shown to reduce parasitic losses by up to 1.5 kW. A higher specification lower viscosity mineral oil was specified to allow extended service intervals along with reduced friction.

For those complaining on why they have been deleted from the group, the guidelines have been stated clearly. U have to upload a picture of ur car or inform if u are a future owner. Just merely joining and not being active will result in removal. Let me stress again that this club is for owners & future owners only.

http://www.facebook.com/groups/prevoc/

Once approved please post here; http://www.facebook.com/groups/prevoc/doc/378398438863405/ to introduce yourself as owner or would be owner. Failure to do so will get yourself removed from the group.

WAZE App for smart phone to get live traffic report.

Please note: This application will drain your phone battery and your network data very fast.

Website:WAZE

You can download at WAZE download

PREVOC group already Create Just search PREVOC in group and add.

Thank You. tongue.gif

Proton Campro 1.6 CFE – The Development Programme.

The engineering team comprising Proton and Lotus engineers started the design work at Lotus’ UK Technical Centre outside Norwich, before migration of the project to the Proton technical center in Shah Alam, Malaysia.

This allowed for good continuity within the engineering team, as well as building strong interpersonal links. This method also allowed inexperienced engineers an unparalleled opportunity to be introduced onto a live project, being mentored by Lotus and Proton senior engineers. In total, around 30 Proton engineers spent time at the engineering centre at Lotus.

Web conferencing packages were used extensively to efficiently communicate between Lotus and Proton, as well as with vendor engineering teams in Asia and Europe. As well as utilizing Proton’s existing supply base, many new technology suppliers were used for the CFE engine. Lotus Engineering Malaysia worked closely with the Proton supplier quality assurance (SQA) team through the advanced product quality planning (APQP) process.

Lotus manufacturing engineers worked with Proton manufacturing engineers to define and plan out the changes needed to the existing manufacturing facility in terms of equipment and processes to accommodate the changes of the Campro CFE engine.

Engine dynamometer testing was carried out at both the Lotus UK and Proton Malaysian test facilities. Additionally engines and electrically driven rigs were run at vendor sites to validate key components.

The first prototype engines were available for test 7 months after kickoff, with the initial design verification (DV) phase engines built at Lotus using prototype suppliers. Later DV phase engines would be built offline at Proton using soft tooled parts from production suppliers, before final process validation engine built on a new final assembly line in the Shah Alam facility.

The engineering programme included application of a new torque based engine management system (EMS) as well as the base engine changes required for the higher performance of the force induction system’s application. The new system would allow for seamless integration with a new continuously variable transmission, as well as permitting the vehicle to be upgraded to the latest levels of electronic stability program (ESP).

Calibration of the EMS was carried out by Lotus and Proton engineers, working closely with the transmission supplier (Punch Powertrain) and also the EMS software and hardware supplier
(Continental SA).

In line with the product plan, the engine management calibration was proven at low temperature in Sweden, as well as high temperature/high altitude in Spain and Malaysia.
Proton Campro 1.6 CFE – Technical.
Although based on the existing engine family, retaining many of the key features like bore size, block height, cam positions etc, the vast majority of the components were replaced or modified in some way.

One fundamental change was a reduction in stroke from 88 mm to 86 mm. With the retained 76 mm bore, the swept volume reduced from 1,597 cc to 1,561 cc. This was brought about by the very compact height of the existing iron cylinder block which did not provide enough space to increase the required piston strength or lower the piston crown to achieve the desired compression ratio.

The compression ratio was set at 8.9:1, which although relatively low for a modern downsized engine, allows the same hardware to be used for all the target markets including those with 88 RON fuel and very hot climates without excessive retardation.

The cylinder block was based on the original Campro cast iron block. Extensive finite element analysis (FEA) showed no requirement to strengthen the casting to withstand the increased cylinder pressures. Small changes to the block were made to incorporate piston cooling jets into the oil gallery, and computational fluid dynamics (CFD) driven flow improvements into the water jacket to improve the engine cooling required for the performance increase.

A forged steel crankshaft replaced the original cast iron unit in the engine. FEA indicated that it would be possible to maintain the existing main bearing and rod bearing dimensions; however it was necessary to improve the bearing material to withstand the projected loadings.

A new piston design with a 19 mm floating piston pin to withstand the higher cylinder pressures was implemented. The cast piston incorporated an anodised top ring groove to prevent micro-welding damage with the expected high temperatures, and a scuff resistant coating applied to the piston skirts.

The changes to the piston and the increased gas pressure loading necessitated a change in connecting rod and connecting rod length. A new forged steel fracture cap design replaced the original powder metal design.

The aluminium 4 valve per cylinder DOHC Campro cylinder head was re-engineered to accept an intake cam phaser for the CFE application. This was achieved maintaining the existing cambelt location and now permits 40 crank degrees of intake cam phasing for improved performance, fuel economy and emissions. An improved cambelt material was implemented along with an auto-tensioner for improved serviceability.

During the cylinder head redesign, the spark plug was changed to a narrow thread, long reach design so that the spark plug boss would allow better cooling as well as a lower coolant back pressure in the cylinder head water jacket. In thesame way as the cylinder block, the water jacket design actions were led by extensive up-front CFD analysis.Through the reductions in coolant restriction developed through CFD, only a modest increase in water pump flow rate was required.

A new multiple layers steel (MLS) cylinder head gasket was developed to withstand the higher cylinder pressures.

To withstand the expected higher exhaust gas temperatures, sodium filled exhaust valves maintaining the original 5 mm stem diameter were selected.

An upgraded oil pump was also implemented to compensate for the higher demand of piston cooling jets, turbocharger bearing oil supply, and to maintain good oil pressure at low engine speed so that the intake variable valve timing (VVT) system could be operated. A water-cooled oil cooler is fitted as standard.

A Borg Warner turbocharger’s compressor and turbine were selected for maximum low speed performance. It uses a pressure regulated wastegate to control plenum pressure, and incorporated an electric integrated compressor bypass. Air from the compressor is ducted to an air to air chargecooler mounted in the front left hand side bumper aperture. An electrical pump which is actuated on key-off to provide coolant to the turbocharger bearing housing after engine shutdown. This pump also circulates coolant around the rest of the coolant circuit to prevent boiling, an important feature in the high ambient temperature of Malaysia and Proton’s export markets.

In line with the original Campro philosophy, the CFE engine uses a single close-coupled catalyst as sole exhaust gas after-treatment as a cost effective fast light off package. Variations in platinum group metals (PGM) loading and substrate density will cover Euro III to Euro V emissions markets.

The existing two-mode variable length plastic manifold was replaced with a compact fixed length plastic manifold for the CFE. The fuel rail was re-engineered to a return-less design to reduce fuel heating effects, and higher flow fuel injectors fitted to satisfy the increased performance level.

As well as improvements to produce and withstand the increased performance, several other changes were made to reduce the friction of the base engine. These changes included replacing the original engine’s direct acting hydraulic tappets with lower friction mechanical graded tappets that are machine selected on the engine assembly line.

Piston ring heights were reduced allowing lower tangential loads and the piston skirts now include a low friction coating.

A windage tray was also added to the oil pan that has been shown to reduce parasitic losses by up to 1.5 kW. A higher specification lower viscosity mineral oil was specified to allow extended service intervals along with reduced friction.

Preve if you overlook the stupid bugs Proton is dragging it's feet in fixing, is "Best Local Assembled Car. Period".